Wagon box strain reducer



May 2, 1950 c. STIIQAUB 2,506,395

' I WAGON BOX STRAIN REDUCER Filed Jan. 27, 1947 2 Sheets-Sheet 1 j 20,m 1 111.2. m 97 20 28 Carl Straub M y 1950 C1STRAUB 2,506,395

WAGON BOX STRAIN REDUCER Filed Jah. 27, 1947 2 Sheets-Shegt 2 CarlStraub 'flzzfifw Patented May 2, 1950 WAGONABOX: STRAIN REDUQERarl-Streak q aN lzr x Application Januar-y 27; 194'7, Serial Nm 725554.6 claim u ease-L wes whereby: during; use, a twisting; stressisapplied:

to the wagon box. and: particularlystozthe bottom. tlnereof:- incident:to the; wheels; of the chassis s ri ing hummoclssri-ground orb-sinking;into; depressions: of theelatter, such as; at timesrwhena a, wa on, isiemployee; for transporting. ears. of; corn gathered from, cornfield's-got uneven sunfacencontour, whereby wagon boxes have. been knownto break during their first dayslusewand;

practically none; thereof, when. constructed of sheet.metal,- areofllonguseslife, and the present inventionmaims to obviate'certain oftheundesirable features of the prior practice;

A further obj ect 0mm. invention is -to provide a, chassis ot'fewerparts than is prefgerably en ployed with respect to the preferredconstruction,

thefewer parts oi -the modifiedconstruction being so cooperativelyarranged with respect to each: other that the inoiiifiec'l-particularconstruetior oi chassis cushions torsiona l s tresses appliegi toincident to the al a nj e 'fi iee vehicle travel ing 0' r r9 a ea; he idanama irejes e ia struciiba 40 x 'cqnsi iu tell tflwesdiae i l w eme aiielyl me a;

' Other and further objects anq aglyantages o f ose skilleclin s lq ssri ee-v tron e w lt-Fema e u l n tu in l r t. ee; when ee teximaielyvaOnt ha sis-5;

Figure; Luis a: transverse seetion .taken-fapproxi -p matelyeon line,4:- 01 Figural,

Eigturefi isa dia rammatic; illustration ofcthe action oiv the..newchassis during. 1 use.

Reerringnowtotthe drawings forra moreiparfi ticulardescription,l0;,indicates generallv'thene v chassisl Heierring-toEi ure 2, awagonbox. is represented; bysmeans-ofudotted. lines-r L2; said. wagomhoxbeing shownvinebroken away, end-:elee

vationrin.fiigureifieby-meanseofrfull lines. The.

bottom of": the; .waeon box: I 2 is indicated; at;- 14', said bottomusually, beingiormedsofelightlweight sheet metakfor: providing an.comparatively-light weight-wagon boxes; is desirable.

The news cl'ifassis, includes a front 01': first axle lfisand a, likemanor-second; aid t8; eachor which, islprjovided with; 1 a. skein. 201at 1 each; enda thereof-.-

The skeins providel-avpivotali mounting; on stub; axlerrespectivelu:forLthe.oppositely.vdisposedirontwheels 22 and '24 of the front axle I6, andion. the like. rear wheels; 26.1:and; 28; ofthe. rear.- axle |8;, said;wheels: beingnofa-any suitable type; and; preferably: saicvla: wheels?include. pneumatic tireseshown. sinoeethe wheels; are. of" equa1 cdiam=-eter, their respective axles aresupported above the, soilandznorrnally;horizontally at times when thesurface of a. fielclaorroadway isylevel.

A wagon frame -.or reach rod-:- 30* isprovidei x; which preferably, is;tubular; being,- circular; in.

cross section fonjproviding a pivotahmounting; thereunder:thelreareaaile18.; since. thewreareend; oft-the reach rodnextends through the rearaxle ancl'midway? between the-ends ofthe latter. The

front-endeof the reach. rodtflfl/similarly extends: through theefitontaxle However; the rod 30.;-

is locked: tonethe front.:.axle, as later: explained, for certain;.uses.

The verticallyrdisposedfront'andarearportions;

v of an elon ated front bolster-Sell; are respectively spaced from theends of the axle l6 and from the ends of the bolster 34.

As best shown in Figure 1, the rearwardly disposed ends 33 and 40 ofoppositely disposed brace bars a2 and 412- are welded or otherwisesuitably secured at opposite sides of the reach rod 38 and to thelatter. At least one, and preferably two, brace bars are desirable. Thebrace bars 42 and A! extend forwardly and divergently, and the forwardends as and 48 of the brace bars 12 and 4 respectively are welded orotherwise suitably secured to the front axle [6, preferably adjacent theends of the latter, in a manner whereby the front axle is non-rotatablewith respect to the reach rod 36 and the forward axle i6 is maintainedat a right angle with respect to the length of the reach rod at alltimes during use.

In order to prevent swaying movements of the upper portion of thebolster 34, anti-sway irons are provided, said irons being disposed atopposite sides of the reach rod 30 and having their forward ends 5t and52 respectively welded to the rearwardly and'vertically disposed surfaceof the bolster portion 38. The said anti-sway braces 54 and 56 aredisposed downwardly from the upper portion of the bolster andconvex-gently toward the reach rod, as shown in Figure 3. At least one,and preferably two anti-sway braces are desirable. The rear ends of themembers 54 and 55 are disposed convergently toward each other as shownin Figure 1, being welded to a collar 58, the latter being snuglydisposed about the reach rod 30 as best shown in Figure 1. The collar 58is rotatable in a normally vertical plane with respect to the reach rod,and in order to prevent sliding movements of the collar 58 with respectto the reach rod 39, detent blocks or rings til and 62 are disposed atopposite sides of the collar 58 respectively, said rings being welded orotherwise suitably secured to the reach rod 38.

As thus described it will be seen that the front bolster 34 and thefront axle [6 are coupled together in a manner whereby relative swingingmovements thereof are permitted only in vertical directions during use.

The rear bolster 6! is pivotally connected for swinging movements in anormally vertical plane to the rear axle [8 preferably by means of therear end of the reach rod 30, since said bolster, as shown in Figure 2,is preferably provided with downwardly disposed tang portions throughwhich the rod extends, said tang portions being formed integral with theforward and rearward vertically disposed portions of the rear bolsterand indicated at 69 and II respectively.

The upper portions of the portions 69 and H are welded or otherwisesuitably secured to the main body portion of the rear bolster El.

Oppositely disposed anti-sway braces 63 and 64 are provided, havingtheir rear ends respectively secured to opposite ends of the rearbolster 6!, said braces extending downwardly, as best shown in Figure 2,and convergently towards each other. At least one, and preferably tworearward anti-sway braces are desirable. The forward ends of the braces63 and 54 are secured to a collar 66, the latter being disposed forrotation in a normally vertical plane about the reach rod 39 betweendetent rings 68 and Hi, said rings each being welded or otherwiserigidly attached to the reach rod 30.

The chassis further includes oppositely disposed. brace bars 12 and 14,the rear ends of which are secured to the rear or second axle I8.

At least one, and preferably two rearward brace bars are desirable. Theforward ends of the bars 12 and U3 are secured to a collar 76 which ispivotally mounted for rotation in a normally vertical plane about thereach rod 30 and between detent rings 13 and 80. The rings is and 8d arewelded to the reach rod 3|], and as thus described it will be seen thatthe rear bolster and also the rear axle are pivotally attached togetherfor relative swinging movements only in vertical directions, duringwhich said axle and bolster are maintained at a right angle with respectto the reach rod. It will also be seen that the rear axle is rotatablewith respect to the reach rod and that the front axle I6 is nonrotatablewith respect to the reach rod. Further, that any one of the bolsters oraxles is relatively swingable, in vertical directions, with respect toany of the others.

The front bolster 34 is provided with oppositely disposed likestanchions or detents 82 between which the wagon box 12 is disposed, asbest shown in Figure 3, whereby the wagon box is prevented from slidingmovements longitudinally of the front bolster. As shown in Figure 4, therear bolster is also provided with oppositely disposed stanchions ordetents 82 which engage the opposite sides of the wagon box l2, wherebythe latter is prevented from sliding transversely of the chassis.

Referring to Figure 4, a pinion 84 is welded or otherwise suitablysecured to the reach rod 3!! forwardly of the rear axle I8. Like idlerpinions 86 and 88 are pivotally mounted, as at 90, respectively to thewings 65 and 61 of the forward wall portion 69 of the rear bolster 61.Teeth of said idler pinions and teeth of the pinion M are in engagementat all times during use. The wing portions 65 and 6'! are formedintegral with the forward vertically disposed wall of the rear bolsterand preferably inset with respect to the forward tang portion of therear bolster as shown in Figures 2 and 4 for receiving and supportingthe pivot pins 90 of the idler pinions 86 and 8B.

Oppositely disposed like segmental arcuate rack bars 92 and 94 areprovided, teeth of which engage teeth of the idler pinions 86 and 88respectively during use.

The rack bars are each provided with a horizontally extending tab 91.The tabs are inset with respect to their rack bar as shown in Figures 2and 4. The tabsare secured to the rear axle by any suitable means suchas the bolts or keepers 95, whereby at times when a rotary motion isapplied to the reach rod 30, in either direction, the pinion 84 iscorrespondingly rotated, together with the idler pinions, rack bars andthe rear bolster, whereby the latter is caused to swing or tip withrespect to the rear axle 18.

The wings 65 and 61of the wall 69 of the rear bolster are spaced awayfrom their adjacent tabs a sufficient distance to permit said verticalswing of the rear bolster.

Since the ratio of that portion of the gear provided by the said pinionsand rack bars is so proportioned, it will be seen that at times when thefront axle swings, in a vertical direction, the rear bolster'is causedto swing with respect to the rear axle approximately one-half thedistance of the swing of the front axle and at times when the rear axleis supported in a horizontal position by means of the rear wheels. Forcertain uses, the rack-bars and pinions may be dispensed with and amodified form of con stru tion employed for certain results,

e is ialm ue ieesfqrr egreeved pulley w ee pul s "whee an eat ofthesamgidi:

and 93 re ee edover t i re- Way;

he ends of. the cables are preferably deaden ed to eyes 108 which aattached tothe front an 'e v ear ec ve ""The'cables are employedforcausing the front bolster to duplicate a; swinging rnovernent of'therealjbolstei' and to an 'equalex'tent, whereb the ripper surfaces I 020isaid bolsters are maintained disposed ins singleplane for preventingtorsional stresses from being applied to-the-wa'gon boxjl2 the'operationbeing as follows:

In Figures 2, 3, and 4, a horizontally disposed r un i eisi caied at H HReferringto Figure 3, the dotted line I lZ repre d'tiwnwardly and frornthe full "line position there of to the 'dotte'dline position thereofindicated at 2'2, and 'siiice theoppositelydispos ed front wheel 24;togethenwith the rear wheels '25 and 2'8, re-H main" upon the horizontalsurface of the soil l I 0, the'frontaxle I5 becomes tilted and thatendthereof which is supported by the wheel 22 moved downwardly, therebyapplying a rotary motion to tneres h rod ilfl since'thelatter is lockedto the froiitairle by means of the members 42 and 4 4;

as heretofore described.

ee fa b f t's own n eI 'Ijher r d d er the able arei de d-ended to I thelatter travels aroundcurves on a road Therot'ary movement of the reachredid ap- I plies a corresponding moveme'nt to the pinion '84 tnerey'eans ng the end, indicated and the rear'b'idlster to swing downwardlycorrespondingly arid theerid "V" of the rear bolster I to swing up:-wardlyfsinoe the rear axle I8 is maintained in a"horiontalfpositionatthis time by the rear' w eels as an ZB'fr'es'ulltaht from said rearwheels resting 1 callyillustrated inFigure B in which horizon;

' Simultaneously, the end B, of the front bolster is 'eausd tee-wi gdownwardly ana tiq dupnciate the, s inginff move ents: therearrboisrei'togn eq rextntibygmeans of'th'ecables, wherebytnje holstersarefdisjposed'inthe'sarne i nej althdugfh eabh' isftippedwith" espe'ctto a. ho rizontalflinge an rromwheir. do ar horizontal 'pnsitiohjorparaneii m with respect to the ground fl l0, "s mnsny, at, times'vvhen"the other front w n sjs'ion, th same, resultant is -thistinie thebolsters tipped with respect, tdahoriz" ntaliline in an" op};positedirectionj Also thefjsaine resultant occurs at, times when; eitherone or therear wheels stri1a depression and the front] axle remainshorizontal. Similarly, the same resultantis at tained atftin jes'jwhenany of the wheels passes over'a humnioci; offground which is up'w ard15disposed with respect toth'e' horizontal line I I0 "The" above describedoperation is diagramm i;

tally disposed ground "line is represe nted at lll ilf by means ofdotted lines and the front axle I6 is re esen e ye stra eht' ullr nq-rThefpivotal point of the front axle is indicated at, 39f the rear'a'xleis indicated at i8 by means of af'full line disposed inparallelis'mwithrespect to the. dotted ground line ljlllf. 'Therpivo talpoint 9 eai", "15' m ta ed d? 47 @l1d, .d bolster is, representedbymeans of a fullline 6!,

' the latter being tippe d'with respect tothesolid horizontal line iswhich represents therear agile in Figure 5 The pivotal point for thefront bolster isfindicated at 35 and the front bolster is: representedby thesolid line 34 the l'atterfbeingj tipped with respect to'the'horizontailine 15 0"." The pivotal points 30" and Sh rley be theseine pivot as shown at 39 in Eigure fiif desired. Assuming that the endGof the front axle l6 swings downwardly "ten degrees as indicated at 31(Figure 5) and at the time the frijiitwheelzz sinks into the depressionM 2, as illiistrated in Figure 3, and as heretoiore explained, thedownward swingof the front axle rotates the reach rod 3|)correspondingly since said partsjl are locked together.

The rotary movement of the reach rod 30 causes the rear bolsterfil toswing on its pivotl 41 downwardly and but five degrees as indicated at39 in Figure 5, since the pinion gear causes the same, the rear aXle'l8being held horizontal at this time since the rear wheels rest upon the?horizontally disposed surface of the ground rep resented by thedottedline lid and as shown in Figure 4.

The downward movement of the end A of the rear bolster causes the end Bof the'front bolster 34 to swing downwardly fivedegrees asindicated at4| (Figure 5) resultantfrom the operation of the cables 96 and 98,whereby the front and rear bolsters are tilted to the same extent asabove described, or the other ends of said bolsters are disposeddownwardly resultant from] the other front Wheel '2 4 sinking into adepression or at times when'either front"wheel rides over, H K I a I v nq a hammock. of ground, the entire'surface of the] upori tlieis rtaoeor"the groundil 111 bottom M of the Wagon bore]?ismaintained ingf asingle plane and a twisting of said wagon box is prevented since thebottom of the wagon box rests upon the upper edges I02 of the bolsters.

At times when it is desired to dispense with the above described pinionsand rack bars, or an equivalent mechanism, for causing the rear bolsterto swing only to approximately one-half the extent as the front axle,both bolsters are pivotally attached to their respective axles, and forpivot purposes the reach rod 30 may be employed, it being understoodthat neither bolster is locked to said reach rod, and when thisconstruction is employed at times when the front axle swings downwardlyresultant from a front wheel sinking into a depression in the ground andthe other three wheels of the chassis are disposed upon level ground,the cables permit the upper surfaces I 02 of the bolsters to be disposedin a single plane, as heretofore described, for a cushioning oftorsional stresses applied to the wagon box.

The pinions or a like mechanism are preferably employed for reducing thetransverse swinging movements of the wagon box which, without saidreduction, would tend to cause certain types of cargo to become cast outof the box at times when the wagon travels over exceedingly roughterrain, and also a mechanism equivalent to said pinions is employed forthe advantage of preventing any torsional stresses from being applied tothe wagon box at any time during use.

From the foregoing description it is thought to be obvious that a wagonbox strain reducer constructed in accordance with my invention isparticularly well adapted for use by reason of the convenience andfacility with which it may be assembled and operated, and it will alsobe obvious that my invention is susceptible of some change andmodification, including variations in the shape and size of the parts,without departing from the principles and spirit thereof, and for thisreason I do not wish to be understood as limiting myself to the precisearrangement and formation of the several parts herein shown in carryingout my invention in practice, except as claimed.

I claim:

1. A wagon chassis comprising a front axle and a like rear axle; twolike bolsters, the latter being pivotally attached respectively to saidaxles for relative swinging movements with respect to i their axles;said bolsters being adapted to support a wagon box thereon; a reach roddisposed between said axles; wheels of equal diameter respectivelypivotally mounted on the ends of each axle for supporting said bolstersequal distances above and normally horizontal with respect to thesurface of a level field or the like; said front axle being rigidlysecured to one end of said rod, the other end of said rod constitutingthe pivotal attachment between the rear bolster and rear axle; gearmeans actuated by said reach rod for causing the rear bolster to swingon its pivot approximately one-half the distance and responsive to aswinging movement of the front axle; and means including cables forcausing the front bolster to swing on its pivot a distance equal andresponsive to a swinging movement of the rear bolster attimes when therear axle is maintained horizontal, the chassis being so constructedthat said bolsters are maintained aligned in the same plane with respectto each other during operation.

2. A wagon chassis as defined in claim 1 which further includesanti-sway braces for preventing said bolsters from moving longitudinallywith respect to the chassis.

3. A wagon chassis as defined in claim 1 which further includes a wagonbox stanchion secured to each end of each bolster for preventing slidingmovements of said box transversely of the chassis.

4. A wagon chassis as defined in claim 1 which further includes bracesdisposed at each side of the reach rod thereof, certain of said braceshaving ends secured to the rear bolster and others having ends securedto the front bolster, the other ends of said braces being pivotallyconnected to said reach rod for maintaining the bolsters atapproximately a right angle with respect to said rod and permitting saidbolsters to rotate transversely of the chassis in vertical directions.

5. In a wagon chassis: front and rear axles; a reach rod having an endrigidly attached to the front axle, the other end of said rod beingpivotally disposed through the rear axle, said ends of said rod beingdisposed approximatel midway between the ends of said axlesrespectively; two like bolsters having straight edge portions disposedabove the axles and other portions pivotally attached to said axlesrespectively, said straight edges being adapted to support a wagon boxthereon; gear means for causing the rear bolster to swing responsive toa rotary movement of said rod and a swinging movement of said front axleat times when the rear axle does not swing; and means for causing thefront bolster to simultaneously duplicate the swing of the rear bolsterfor preventing twisting of said box, said duplicate swing-causing meanscomprising a pulley wheel pivotally mounted on each end of each bolster,two oppositely disposed cables of equal length respectively reeved overthe pulleys of the front and rear bolsters, ends of said cables beingattached to the front axle, the other ends of said cables being attachedto the rear axle.

6. A wagon chassis as claimed in claim 5 in which the cables are eachprovided with a turn buckle for taking up slack conditions thereof.

'7. A wagon chassis as defined in claim 5 which further includes adetent on each end of each bolster for preventing sliding movements ofsaid box longitudinally of said straight edges.

8. A wagon chassis comprising front and rear axles; wheels on the endsof said axles for supporting each of them in a normal horizontalposition; means for maintaining said axles spaced apart forwardly andrearwardly of each other; a wagon box bolster pivotally supported aboveand by each axle, said axles and bolsters being relatively swingableonly in vertical directions, any one thereof with respect to any one ofthe others; means for causing the rear bolster to swing with respect tothe rear axle in the same direction and responsive to a swingingmovement of the front axle; and means for causing the front bolster toswing with respect to the front axle in the same direction as the rearbolster and responsive to the swing of the latter, the constructionbeing such that said bolsters swing to an equal extent simultaneously attimes when the rear axle does not swing for maintaining the bolstersaligned in the same plane with respect to each other during use.

9. A wagon chassis comprising a first axle and a second axle, said axlesbeing spaced apart forwardly and rearwardly of each other respectively;like bolsters pivotally connected respectively to said axles; likewheels axially disposed, one each on each end of each axle forsupporting the axles above the soil in a normal horizontal position; Isaid bolsters having portions disposed above said apart .fdrrsupportinga w axles; means for maintainlp respect to its axle in the samedirection and responsive to a swinging movement of the first axle; andmeans for causing the bolster of the first axle to duplicate the swingof the bolster of the second axle simultaneously responsive to the swingof the bolster of said second axle at times when the said second axleremains horizontal.

10. A wagon chassis comprising a forward and a rearward axle, likewheels axially disposed, one each on each end of each axle forsupporting the axles above the ground in normal position parallel withthe surface of said ground; means for maintaining said axles spacedapart forwardly and rearwardly of each other; a bolster pivotallyconnected to each axle, said bolsters each having a portion disposedabove its axle, said portions being adapted to support a wagon boxthereon above said bolsters; said axles and bolsters being relativelyswingable, any one thereof with respect to any one of the others, onlyin vertical directions; and means for causing said bolsters to swing inunison to an equal extent with respect to said ground responsive to aswinging movement of one of said axles with respect to said ground attimes when the other axle remains parallel with respect to said groundduring a forward movement of said chassis.

11. A wagon chassis as defined in claim which further includes a detenton each end of each bolster for receiving said wagon box therebetween.

12. A wagon chassis comprising front and rear axles; wheels on the endsof said axles for supporting each of them in a normally horizontalposition; means for maintaining said axles normally horizontally spacedapart; a wagon box bolster pivotally supported normally above and byeach axle, said axles and bolsters being relatively swingable only innormally vertical planes, any one thereof with respect to any one of theothers; pulleys attached one each to the ends of said front and rearbolsters; and two cables each secured, to a different end of said frontaxle and each respectively secured to the corresponding end of said rearaxle, said cables each being rove through those of said pulleys whichare adjacent those ends of said axles to which each cable is secured.

13. In a wagon-box strain reducer: a frame; an elongated axle forsupporting a wheel at each ol its ends, said axle being pivotallysecured to said frame for movements only in a normally vertical plane ata point approximately equi-distant from the ends of said axle; anelongated bolster disposed normally vertically spaced apart from saidaxle, said bolster being pivotally secured to said axle at a pointapproximately equi-distant from the ends of said bolster and from theends of said axle, said pivotal bolster connection being such as topermit said bolster to rotate only in a normally vertical plane; asecond like axle rigidly secured to said frame and normally disposed inparallelism with said first axle; a second like bolster pivotallysecured to said second axle in a manner for rotation in a plane inparallelism with said first mentioned plane; means for securing saidfirst mentioned bolster to said frame in such a manner that when saidframe rotates with respect to said first mentioned axle in one direcall)tionsaidlfirst ,ment 0 same direction c. with, respect to .sai d.;.first;men.-

tioned axle,an.,amount equal to one-half of the relative rotation ofsaid first mentioned axle and said frame. Y. H

In a wa nz -sira nre uce a f ame an elongated "are for supporting awheelat each of its ends, said axle being pivotally secured. to said framefor movements only in a normally vertical plane at a point approximatelyequi-distant from the ends of said axle; an elongated bolster disposednormally vertically spaced apart from said axle, said bolster beingpivotally secured to said axle at a point approximately equi-distantfrom the ends of said bolster and from the ends of said axle, saidpivotal bolster connection being such as to permit said bolster torotate only in a normally vertical plane; a second like axle rigidlysecured to said frame and normally disposed in parallelism with saidfirst axle; a second like bolster pivotally secured to said second axlein a manner for rotation in a plane in parallelism with said firstmentioned plane; means for securing said first mentioned bolster to saidframe in such a manner that when said frame rotates with respect to saidfirst mentioned axle in one direction said first mentioned bolster willrotate in the same direction with respect to said first mentioned axle aproportional amount to and a lesser amount than the relative rotation ofsaid first mentioned axle and said frame.

15. In a wagon-box strain reducer: a frame; an elongated axle forsupporting a wheel at each of its ends, said axle being pivotallysecured to said frame for movements only in a normally vertical plane ata point approximately equi-distant from the ends of said axle; anelongated bolster disposed normally vertically spaced apart from saidaxle, said bolster being pivotally secured to said axle at a pointapproximately equidistant from the ends of said bolster and from theends of said axle, said pivotal bolster connection being such as topermit said bolster to rotate only in a normally vertical plane; asecond like axle rigidly secured to said frame and normally disposed inparallelism with said first axle; a second like bolster pivotallysecured to said second axle in a manner for rotation in a plane inparallelism with said first mentioned plane; gear means for securingsaid first mentioned bolster to said frame in such a manner that whensaid frame rotates with respect to said first mentioned axle in onedirection said first mentioned bolster will rotate in the same directionwith respect to said first mentioned axle a proportional amount to and alesser amount than the relative rotation of said first mentioned axleand said frame.

16. In a wagon-box strain-reducing mechanism: a normally horizontalreach-rod; an elongated axle for supporting a wheel at each of its ends,said axle being rotatably secure to said reach-rod at a pointapproximately equidistant from the ends of said axle; an elongatedbolster disposed normally vertically spaced apart from said axle, saidbolster being rotatably mounted on said axle at a point approximatelyequidistant from the ends of said bolster, said rotatable con nectionsbeing such as to permit the corresponding ends of said axle and bolsterto rotate only in directions toward and away from each other; twocollars rotatably disposed about said reach rod and spaced from saidaxle; means preventing said collars from moving longitudinally of saidreach rod; bracing members connecting the outer ends of said axle to oneof said collars; and other e hols wlllio ateinthe' bracing membersindependently connecting said bolster to the other of said collars forindependent The following references are of record in the file of thispatent:

12 UNITED STATES PATENTS rotation of said axle and said bolster. ggzg L0Name J 5 CARL STRAUB. we

2,232,549 McNamara Feb. 18, 1941 2,364,842 Feigelson Dec. 12, 1944REFERENCES CITED 2,423,585 Daugherty July 8, 1947

